Differential axle



Sept. 10, 1935. W, |l KA`SPER 2,013,885

DIFFERENTIAL AXLE v Filed Deo. 5, 1934 Patented 7Sept 10, 1935 Fairmont Railway Motors, Inc.,

Fairmont,

Minn., a corporation of Minnesota Application December 3, 1934, Serial No. 755,738

2 Claims.

'Ihis invention relates to improvements in differential axles and it consists of the matters hereinafter described and more particularly pointed out in the appended claims.

'Ihe axle structure with which my invention is. more particularly concerned, is. especially adapted for use in railway motor cars. In such cars it is the conventional practice to provide one loose wheel on the axle so that there is, a differential action between the two wheels associated with a given axle. This action is desirable when the car is rounding a curve in track. Also when the car is picked up at the drive end for turning the car to place it upon the track. In previous constructions, this diierential action was afforded by allowing one of the wheels to turn directly on the axle itself, or on a bronze bushing assembled on the tapered end of the axle. In the latter case, rotation occurred between the bushing and hub of the wheel. In such a construction, the wheel becomes worn and loose on the axle, and this often causes a derailment of the car before the operator is aware of its dangerous condition.

One of the objects of the present invention is to provide an improved differential axle structure particularly adapted for railway motor cars and which shall not only be more efficient in use but which shall also permit all wheels on the car to be of identical construction.

Another object of the invention is to provide an axle structure of this kindv which permits of the use of better bearing assemblies so that wear i-s reduced to such a minimum that safety is assured against derailment due to loose and worn parts.

A further object of the invention is to provide an axle construction of this kind, which includes a pair of aligned axle sections, the inner ends of which are surrounded by a housing tube in which is secured a device so engaging the axle ends as to permit a relative rotation therebetween but holding the same against endwise separation.

Still another object of the invention is to provide an axle construction of this kind which consists of but few parts, easily made and assembled so that cost is reduced to a minimum.

The above mentioned objects of the invention, as well as others, together with the many advantages thereof, will more fully appear as I proceed with my specication.

In the drawing- Fig. l is a longitudinal vertical sectional view through the diierential wheel axle of a railway motor car, embodying the preferred form of the invention.

Fig. 2 is a view, on an enlarged scale, of the parts shown at the central portion of Fig. 1.

Fig.. 3 is a horizontal sectional view through 5 the parts shown in Fig. 2, as taken on the line 3--3 of said Fig. 2.

Fig. 4 is a transverse vertical detail sectional view through a part of the axle as taken on the line 4--4 of Fig, 2. 10

Fig. 5 is a perspective View of one of a pair of axle section end connecting members. embodied in my improved axle construction.

Referring now in detail to that embodiment of the invention, illustrated inthe accompanying drawing:

l-l indicates a pair of aligned axle. sections each journalrled near its outer end in a suitable bearing enclosed in a housing 2 adapted for attachment to the frame of the associated railway motor car not shown. Each axle section, outwardly beyond the associated bearing housing 2, has a tapered end 3 upon which is operatively engaged a track wheel` 1l'. Preferably each wheel is rigidly fixed on its axle section end by means of an insulation slee-ve 5 and retaining nut 6. Inwardly of each bearing housing, on each axle section is an end thrust bearing l secured in operativeY position on the associated axle section by a retaining. collar 8.

The inner end portions of both axle sections are surrounded by or disposed within a tubular housing member 9 of suitable length. The inner end of each axle section is formed to provide a neck l() of reduced diameter that terminates in a head. ll of a. diameter greater than that. of the neck but less. than that. of the associated axle section itself.. i

Means is provided in the tubular housing between the ends of the axle sections for securing them together for relative or differential rotation but to hold them against endwise separation and as shown herein, said means is as follows:

I3 indicates an axle section end connector member o-r bushing, comprising a plurality of longitudinally extending, split or separate parts. As shown herein, this connector member, which is of a diameter the same as that of the axle sections, is a split one consisting of two semicylindrical parts Ill-I4, one of which appears in Fig. 5. In each end of the flat face or side of each part I4 is a recess l5, to receive a part of the head and neck of an axle section. Between said recesses, each connector part is provided with a hole I6 in a plane at a right angle to the said 55 flat face or side so as to open therethrough. These holes register with holes II in the tubular housing and said holes I6 and I'I receive a bolt I8 which secures the parts in operative engagement.

In the tubular housing, in the plane of the split or space between said connector parts, a lubricator member I9 such as a grease or oil cup is secured, the said connector member parts having a recess 2G therein to accommodate the inner end of the lubricator member I9.

In the assembly of the structure, the two parts of the connector member are applied to the inner ends of the axle sections, with the heads and necks thereof engaged in the recesses I5 of said parts. The axle sections are then slipped into one end of the tubular housing untill the holes I5 in said member parts register with the holes i7. Thereafter the bolt I 8 is inserted through said holes and the usual nuts applied to the bolt. The lubrcator member I9 may then be threaded into its opening in the tubular housing.

When the entire axle is assembled in place, it is apparent that the axle sections cannot only turn relatively but that they are held securely against endwise separation, due to the engagement of the heads and necks of the two axle sections in the recesses l5 of the parts I4 of the connector member I3. Likewise due to the bolt i8, the tubular housing cannot move endwise.

When a railway motor car embodying the axle .is running on a straight track so that both axle sections are rotating at the same speed, the tubular housing member will rotate therewith. However, when the car is taking a curve in the track, the wheel on the outer rail or the curve will run faster than the wheel on the inner rail of the curve so that said axle sections rotate relatively or have a differential action wherein one axle section overruns the other.

The axle sections are journalled for rotation in the bearings 2. When an end thrust is exerted upon the axle sections, it is taken up by one or the other of the thrust bearings '1 -l', depending upon the direction of the thrust.

By reason of the construction described, a differential action is provided in a simple and effective way and yet it is not possible for either wheel to turn on its axle section. Again the tubular housing is of such length as accurately and iirmly to hold the associated axle section in absolute alignment. Hence there is no deflection of. either axle section out of the true operative position.

While in describing the invention, I have referred in detail to the form, arrangement and construction of the various parts thereof, the same is to be considered only in the illustrative sense so that I do not wish to be limited thereto except as may be speciiically set forth in the appended claims.

I claim as my invention- 1. In an axle of the kind described, the combi- 5 nation of a pair of aligned axle sections, having' their inner ends spaced apart, each inner end being formed with a narrow neck and a head, the head being of less diameter than the axle sections but of greater diameter that the narrow neck, a 10 tubular member surrounding the inner ends of the axle sections, a two part split bearing member for the inner ends of the axle sections located in the tubular member, the parts of the split bearing member being spaced apart from l5 each other with each part oi the bearing member having longitudinally spaced end recesses therein of different diameters with the recesses of one part complementary to the recesses of the other part and formed to receive the heads and necks 20 of the inner ends of the axle sections in a manner permitting relative rotation of the axle sections but preventing endwise separation of the sections anda member passing through the tu bular member and through the intermediate sec- 25 tion of each split member part between the recesses thereof.

2. In an axle of the kind described, the combination of a pair of axle sections, having their inner ends spaced apart, each inner end being 307 formed with a narrow neck and a head, the head being of less diameter'than the axle sections but of greater diameter than the narrow neck, a tuA bular member surrounding the inner ends of the axle sections, a two part split bearing member 35'5- for the inner ends of the axle sectionsvlocated in the tubular member, the parts of the split bearing member being spaced apart from each other along a vertical plane, with each part of the bearing member having longitudinally spaced end re- 4:0--

cesses therein of different diameters with the recesses of one part complementary to the recesses of the other part and formed to receive the heads and necks of the inner ends of the axle sections,

in a manner permitting relative rotation of the 45 axle sections but preventing endwise separation of the sections, a member passing through the tubular member and through the intermediate sections of the split member parts between the recesses thereof, for securing the split member 50 parts within the tubular member, a passageway in the tubular member disposed over the space between the parts of the split bearing member and a lubricating device communicating with said passageway for supplying lubricant thereto l and between the members of the bearing.

WALTER F. KASPER. 

